JP4760594B2 - Brake hydraulic pressure control device - Google Patents

Description

  The present invention relates to a brake fluid pressure control device in which a conduit through which brake fluid flows is formed in a housing, and various valves and pumps are assembled in the housing.

  2. Description of the Related Art Conventionally, there is a brake fluid pressure control device disclosed in Patent Document 1 in which a pipe passage through which brake fluid flows is formed in a housing, and various valves and pumps are assembled in the housing.

  In this brake fluid pressure control device, a plurality of pressure-increasing control electromagnetic valves for opening and closing the main pipeline are provided in the main pipeline connecting the master cylinder and the wheel cylinder. A reservoir for temporarily accumulating brake fluid discharged from the wheel cylinder is provided in a decompression pipe branched from between the wheel cylinder and the pressure increase control electromagnetic valve in the main pipe. A plurality of pressure-reducing control electromagnetic valves for opening and closing the pressure-reducing pipe line are provided closer to the wheel cylinder than the reservoir in the pressure-reducing pipe line. Furthermore, a pump for returning the brake fluid in the reservoir to the main line through the return line and a motor for driving the pump are provided. With the above configuration, anti-skid control is executed.

Further, in order to execute brake assist control, etc., pressurization capable of setting a state in which the hydraulic pressure of the wheel cylinder is higher than the hydraulic pressure of the master cylinder on the master cylinder side of the connection portion of the return pipe in the main pipeline A control solenoid valve is provided, and a suction switching valve for switching communication / blocking between the master cylinder and the reservoir is provided. The suction switching valve is a mechanical valve that is mechanically linked to the piston of the reservoir.
JP 2000-142346 A

  However, in the brake hydraulic pressure control device described in Patent Document 1, generally, the pump, the suction switching valve, and the reservoir are arranged side by side in a direction perpendicular to the motor axis and the pump axis. The

  When the pump, the suction switching valve, and the reservoir are arranged in this way, the suction path from the suction switching valve to the pump (that is, the path from the suction switching valve to the reservoir to the pump) becomes long. In addition, the boosting performance of the pump during side slip prevention control (hereinafter referred to as ESC control) is deteriorated. Further, in the housing in which the pump or the like is assembled, the dimensions of the motor axis and the direction perpendicular to the axis of the pump are increased, and the brake fluid pressure control apparatus is increased in size.

  The present invention has been made in view of the above points, and it is an object of the present invention to improve the boosting performance of a pump in a brake fluid pressure control device and to reduce the size of the brake fluid pressure control device.

  In order to achieve the above object, according to the first aspect of the present invention, the main pipe line (A1, A2) connecting the master cylinder (MC) and the wheel cylinder (Wfr, Wfl, Wrl, Wrr) is provided. Are provided in a plurality of pressure-increasing control solenoid valves (21 to 24) for opening and closing the pressure reducing pipes (B11, B12, B21, B22) branched from between the wheel cylinder and the pressure-increasing control solenoid valve in the main pipe line. , Reservoirs (41, 42) for temporarily accumulating brake fluid discharged from the wheel cylinder, and a plurality of pressure reduction control solenoid valves (31 to 31) provided on the wheel cylinder side relative to the reservoir in the pressure reduction line and opening and closing the pressure reduction line 34) and the brake fluid in the reservoir are returned to the main line via the return lines (C1, C2) connected between the master cylinder and the pressure increase control solenoid valve in the main line. Pumps (51, 52), a motor (60) for driving the pumps, and a connecting portion of the reflux pipe in the main pipe, which is provided on the master cylinder side, and the hydraulic pressure of the wheel cylinder is higher than the hydraulic pressure of the master cylinder. Pressure control solenoid valves (11, 12) that can set a state in which the pressure increases, and suction switching valves (D1, D2) that connect the master cylinder and the reservoir and open and close the suction pipes ( 71, 72) and a brake fluid pressure control device including a pressure increase control solenoid valve, a reservoir, a pressure reduction control solenoid valve, a pump, a motor, a pressurization control solenoid valve, and a housing (90) in which a suction switching valve is assembled. The pumps (51, 52) are piston pumps having pistons that reciprocate in a direction perpendicular to the axis of the motor (60), and the suction switching valves (71, 72) 41, 42) is configured to be mechanically operated according to the amount of brake fluid accumulated in the tank 41, 42), and further includes the axis of the pump (51, 52) and parallel to the axis of the motor (60). When the plane is the pump reference plane, the suction switching valves (71, 72) are arranged inside the housing (90) so as to cross the pump reference plane.

  According to this, the suction path from the suction switching valve (71, 72) to the pump (51, 52) (that is, the path from the suction switching valve to the reservoir to the pump) is shortened, and the boosting performance of the pump (51, 52) is reduced. Can be improved. In addition, the size of the housing (90) in the direction perpendicular to the axis of the motor (60) and the axis of the pump (51, 52) is reduced, and the brake fluid pressure control device can be downsized.

  According to a second aspect of the present invention, in the brake fluid pressure control device according to the first aspect, the motor mounting surface (92) to which the motor (60) in the housing (90) is mounted, and the intake switching valves (71, 72), The pumps (51, 52) are arranged between the two.

  According to this, the suction switching valves (71, 72) can be disposed across the pump reference plane without lengthening the shaft of the motor (60). When the shaft of the motor (60) becomes long, vibration and noise are likely to increase. However, since it is not necessary to lengthen the shaft of the motor (60), increase of vibration and noise can be prevented or suppressed. .

  According to a third aspect of the present invention, in the brake hydraulic pressure control device according to the first or second aspect, the suction switching valves (71, 72) and the reservoirs (41, 42) are arranged coaxially, and the suction switching is performed. The axis of the valves (71, 72) and the axis of the reservoir (41, 42) are arranged perpendicular to the pump reference plane.

  According to this, the processing of the hole of the housing (90) for housing the suction switching valve (71, 72) and the reservoir (41, 42) is easy.

  In addition, the code | symbol in the bracket | parenthesis of each means described in a claim and this column shows the correspondence with the specific means as described in embodiment mentioned later.

  FIG. 1 shows a configuration of a hydraulic circuit of a vehicle brake device to which a brake hydraulic pressure control device according to an embodiment of the present invention is applied.

  As shown in this figure, the vehicle brake device is provided with a master cylinder MC, and the master cylinder MC is driven according to the operation of the brake pedal BP to generate a master cylinder pressure. A master reservoir RS that stores brake fluid is connected to the master cylinder MC.

  This vehicle brake device has X piping, and is provided between the master cylinder MC and the FR wheel cylinder Wfr corresponding to the right front wheel FR, and between the master cylinder MC and the RL wheel cylinder Wrl corresponding to the left rear wheel RL. They are connected by the first main pipeline A1. Further, the second main pipe line A2 connects between the master cylinder MC and the FL wheel cylinder Wfl corresponding to the left front wheel FL and between the master cylinder MC and the RR wheel cylinder Wrr corresponding to the right rear wheel RR. Has been.

  A brake fluid pressure control device 1 is disposed in the middle of both main pipelines A1 and A2, and a first pressurization control electromagnetic valve 11 is disposed in the first main pipeline A1 in the brake fluid pressure control device 1. It is installed.

  The first pressurization control solenoid valve 11 communicates the first main pipe line A1 when not energized, and when energized, the brake fluid pressure on the FR wheel cylinder Wfr and RL wheel cylinder Wrl side is greater than the brake fluid pressure on the master cylinder MC side. Even high pressure is to be maintained. Further, by controlling the current during energization to change the magnetic attractive force, the differential pressure between the brake fluid pressure on the FR wheel cylinder Wfr and RL wheel cylinder Wrl side and the brake fluid pressure on the master cylinder MC side is controlled. It has become.

  On the downstream side of the first pressurization control electromagnetic valve 11, the first main pipeline A1 is branched into an FR main pipeline A11 and an RL main pipeline A12. The FR main pipe line A11 is provided with an FR pressure increase control solenoid valve 21 for opening and closing the FR main pipe line A11, and the RL main pipe line A12 is provided with an RL pressure increase control electromagnetic valve 22 for opening and closing the RL main pipe line A12. Has been.

  The FR pressure reducing line B11 is branched from between the FR pressure increase control electromagnetic valve 21 and the FR wheel cylinder Wfr in the FR main line A11. In this FR pressure reducing line B11, an FR pressure reducing control electromagnetic valve 31 for opening and closing the FR pressure reducing line B11 is disposed.

  Further, the RL pressure-reducing pipe line B12 is branched from between the RL pressure-increasing control electromagnetic valve 22 and the RL wheel cylinder Wrl in the RL main pipe line A12. In this RL pressure reducing line B12, an RL pressure reducing control electromagnetic valve 32 for opening and closing the RL pressure reducing line B12 is disposed.

  The FR pressure reduction pipe line B11 and the RL pressure reduction pipe line B12 are provided downstream of the FR pressure reduction control electromagnetic valve 31 and the RL pressure reduction control electromagnetic valve 32, that is, on the side opposite to the FR main pipe line A11 and the RL main pipe line A12. 1 reservoir 41 is connected.

  The first reservoir 41 is discharged from the FR wheel cylinder Wfr or the RL wheel cylinder Wrl when the FR pressure reduction control solenoid valve 31 or the RL pressure reduction control solenoid valve 32 opens the FR pressure reduction pipe line B11 or the RL pressure reduction pipe line B12. Brake fluid is temporarily stored. Specifically, in the first reservoir 41, a piston 412 is slidably inserted into a case 411, and a reservoir chamber 413 is defined by the case 411 and the piston 412. The FR decompression line B11 and the RL decompression line B12 are connected to the reservoir chamber 413. A spring 414 that biases the piston 412 in a direction to reduce the volume of the reservoir chamber 413 is disposed in the case 411.

  The reservoir chamber 413 is provided between the first pressurization control electromagnetic valve 11 and the FR pressure increase control electromagnetic valve 21 in the FR main line A11, and between the first pressurization control electromagnetic valve 11 and the RL pressure increase control in the RL main line A12. A solenoid valve 22 is connected to the solenoid valve 22 via a first reflux line C1.

  A first pump 51 for returning the brake fluid sucked from the reservoir chamber 413 to the FR main line A11 and the RL main line A12 is disposed in the first return line C1. The first pump 51 is driven by a motor (electric motor) 60. The first pump 51 is a piston pump having a piston (not shown) that reciprocates in a direction perpendicular to the axis of the motor 60. The first pump 51 includes a check valve and a suction valve 51a and a discharge valve 51b. have.

  A first suction pipe D1 is branched from between the master cylinder MC and the first pressurization control solenoid valve 11 in the first main pipe line A1, and the first suction pipe D1 is connected to the reservoir chamber 413. Yes. For example, during execution of ESC control, when the first pump 51 is driven, brake fluid is sucked from the master cylinder MC side via the first suction pipe D1 and the reservoir chamber 413, and the first reflux pipe Brake fluid is supplied to the FR main line A11 and the RL main line A12 via C1.

  A first suction switching valve 71 that opens and closes the first suction pipe D1 is disposed in the first suction pipe D1. The first suction switching valve 71 includes a spherical valve body 711 that opens and closes the first suction pipe D1 by contacting and separating from the valve seat, and a spring 712 that biases the valve body 711 toward the valve closing side. ing.

  The first suction switching valve 71 is mechanically interlocked with the movement of the piston 412 of the first reservoir 41. Specifically, as the brake fluid in the reservoir chamber 413 decreases, the piston 412 moves toward the valve body 711. Therefore, when the amount of brake fluid in the reservoir chamber 413 is less than a predetermined amount, the valve body 711 Pushed by the piston 412 to leave the valve seat, the first suction pipe D1 is opened. On the other hand, as the brake fluid in the reservoir chamber 413 increases, the piston 412 moves away from the valve body 711. Therefore, when the amount of brake fluid in the reservoir chamber 413 exceeds a predetermined amount, the valve body 711 The first suction pipe D1 is closed in contact with the seat.

  A second pressurization control electromagnetic valve 12 is disposed in the second main pipeline A2 in the brake fluid pressure control device 1. The second pressurization control solenoid valve 12 makes the second main line A2 communicated when not energized, and when energized, the brake fluid pressure on the RR wheel cylinder Wrr and FL wheel cylinder Wfl side is greater than the brake fluid pressure on the master cylinder MC side. Even high pressure is to be maintained. Further, by controlling the current during energization to change the magnetic attractive force, the differential pressure between the brake fluid pressure on the RR wheel cylinder Wrr and FL wheel cylinder Wfl side and the brake fluid pressure on the master cylinder MC side is controlled. It has become.

  On the downstream side of the second pressurization control solenoid valve 12, the second main pipeline A2 is branched into an RR main pipeline A21 and an FL main pipeline A22. The RR main line A21 is provided with an RR pressure increase control electromagnetic valve 23 for opening and closing the RR main line A21, and the FL main line A22 is provided with an FL pressure increase control electromagnetic valve 24 for opening and closing the FL main line A22. Has been.

  The RR pressure-reducing pipe line B21 is branched from between the RR pressure increase control electromagnetic valve 23 and the RR wheel cylinder Wrr in the RR main pipe line A21. In this RR pressure reducing line B21, an RR pressure reducing control electromagnetic valve 33 for opening and closing the RR pressure reducing line B21 is disposed.

  In addition, an FL pressure reducing line B22 is branched from between the FL pressure increasing control electromagnetic valve 24 and the FL wheel cylinder Wfl in the FL main line A22. The FL pressure reducing pipe B22 is provided with an FL pressure reducing control electromagnetic valve 34 for opening and closing the FL pressure reducing pipe B22.

  In the RR pressure reducing line B21 and the FL pressure reducing line B22, the downstream side of the RR pressure reducing control electromagnetic valve 33 and the FL pressure reducing control electromagnetic valve 34, that is, the side opposite to the RR main line A21 and FL main line A22, Two reservoirs 42 are connected.

  The second reservoir 42 was discharged from the RR wheel cylinder Wrr and the FL wheel cylinder Wfl when the RR pressure reduction control solenoid valve 33 and the FL pressure reduction control solenoid valve 34 opened the RR pressure reduction pipe line B21 and the FL pressure reduction pipe line B22. Brake fluid is temporarily stored. Specifically, in the second reservoir 42, a piston 422 is slidably inserted into the case 421, and a reservoir chamber 423 is defined by the case 421 and the piston 422. The reservoir chamber 423 is connected to the RR pressure reducing line B21 and the FL pressure reducing line B22. Further, a spring 424 that urges the piston 422 in a direction to reduce the volume of the reservoir chamber 423 is disposed in the case 421.

  The reservoir chamber 423 is provided between the second pressurization control solenoid valve 12 and the RR boost control solenoid valve 23 in the RR main pipeline A21 and between the second pressurization control solenoid valve 12 and the FL boost control in the FL main pipeline A22. The electromagnetic valve 24 is connected via a second reflux line C2.

  A second pump 52 for returning the brake fluid sucked from the reservoir chamber 423 to the RR main line A21 and the FL main line A22 is disposed in the second return line C2. The second pump 52 is driven by the motor 60. The second pump 52 is a piston pump having a piston (not shown) that reciprocates in a direction perpendicular to the axis of the motor 60, and is composed of a check valve 52a and a discharge valve 52b. have.

  A second suction pipe D2 is branched from between the master cylinder MC and the second pressurization control electromagnetic valve 12 in the second main pipe A2, and the second suction pipe D2 is connected to the reservoir chamber 423. Yes. For example, during execution of ESC control, when the second pump 52 is driven, the brake fluid is sucked from the master cylinder MC side via the second suction line D2 and the reservoir chamber 423, and the second reflux line. Brake fluid is supplied to the RR main pipeline A21 and the FL main pipeline A22 via C2.

  A second suction switching valve 72 that opens and closes the second suction pipe D2 is disposed in the second suction pipe D2. The second suction switching valve 72 has a spherical valve body 721 that opens and closes the second suction pipe D2 by contacting and separating from the valve seat, and a spring 722 that biases the valve body 721 toward the valve closing side. ing.

  The second suction switching valve 72 is mechanically interlocked with the movement of the piston 422 of the second reservoir 42. Specifically, as the brake fluid in the reservoir chamber 423 decreases, the piston 422 moves toward the valve body 721. Therefore, when the amount of brake fluid in the reservoir chamber 423 is less than a predetermined amount, the valve body 721 is Pushed by the piston 422 to leave the valve seat, the second suction line D2 is opened. On the other hand, as the brake fluid in the reservoir chamber 423 increases, the piston 422 moves away from the valve body 721. Therefore, when the amount of brake fluid in the reservoir chamber 423 exceeds a predetermined amount, the valve body 721 The second suction pipe D2 is closed in contact with the seat.

  Note that check valves 11a and 12a are connected in parallel to the pressurization control electromagnetic valves 11 and 12, respectively, and upstream of the pressurization control electromagnetic valves 11 and 12 (master) by the check valves 11a and 12a. Only the flow of brake fluid from the cylinder side) to the downstream side (wheel cylinder side) is allowed.

  In addition, check valves 21a to 24a are connected in parallel to the respective pressure increase control electromagnetic valves 21 to 24, and the check valves 21a to 24a are arranged downstream of the pressure increase control electromagnetic valves 21 to 24 (wheels). Only the flow of brake fluid from the cylinder side) to the upstream side (master cylinder side) is allowed.

  Further, a pressure sensor 80 that detects the hydraulic pressure of the master cylinder MC is disposed between the master cylinder MC and the first pressurization control electromagnetic valve 11 in the first main pipeline A1. The detection signal of the pressure sensor 80 is input to a brake ECU (not shown).

  The brake ECU includes a detection signal from a yaw rate sensor, a G (acceleration) sensor, a wheel speed sensor provided for each wheel, and a steering angle sensor mounted at an arbitrary position of the vehicle, and from the engine ECU. A control signal is input. And brake ECU outputs a drive signal with respect to various solenoid valves 11, 12, 21-24, 31-34, and the motor 60 based on various detection signals and control signals. Thereby, the brake fluid pressure applied to the FR wheel cylinder Wfr, the FL wheel cylinder Wfl, the RL wheel cylinder Wrl, and the RR wheel cylinder Wrr is controlled.

  Various pipes constituting the hydraulic circuit of such a brake hydraulic pressure control device are formed by making holes in the housing made of metal or the like. Various solenoid valves and pressure sensors are concentrated on one side of the housing.

  Next, the internal configuration of the housing will be described. 2 to 4 are perspective views showing the internal structure of the housing, FIG. 2 is a perspective view, FIG. 3 is a front view seen from the valve mounting surface side, and FIG. 4 is a right side view of FIG.

  As shown in these drawings, the housing 90 of the brake fluid pressure control device 1 is a rectangular parallelepiped, and the housing 90 is mounted on the vehicle so that the upper side of the drawing in FIGS. 2 to 4 faces upward.

  Of the surface of the housing 90, the surface on which various electromagnetic valves and pressure sensors are concentrated is the valve mounting surface 91, and the surface opposite to the valve mounting surface 91 is the surface on which the motor 60 (see FIG. 1) is mounted. The surface 92, the surface located on the upper side in FIG. 3 as the upper surface 93, the surface located on the left and right in FIG. 3 as the left side surface 94 and the right side surface 95, and the surface located on the lower side in FIG. explain.

  The motor mounting surface 92 of the housing 90 is formed with a motor housing hole H60 for housing the shaft and bearing portion of the motor 60. An axis of the motor housing hole H60 (hereinafter referred to as a motor hole axis) is perpendicular to the motor mounting surface 92 and the valve mounting surface 91. The motor housing hole H60 is located at the center in the left-right direction on the motor mounting surface 92, and is located below the center in the vertical direction on the motor mounting surface 92.

  A first pump housing hole H51 in which the first pump 51 is housed is formed in the right side surface 95 of the housing 90, and a second pump housing hole H52 in which the second pump 52 is housed in the left side surface 94 of the housing 90. Is formed. The axis of these pump housing holes H51 and H52 (hereinafter referred to as pump hole axis) extends in the left-right direction and is orthogonal to the motor hole axis. Moreover, these pump accommodation holes H51 and H52 are connected to the motor accommodation hole H60.

  On the valve mounting surface 91 of the housing 90, four pressure increasing valve accommodating holes H21 to H24 are formed. The axes of the four pressure increasing valve housing holes H21 to H24 are parallel to the motor hole axis and are perpendicular to the pump hole axis. The four pressure increasing valve accommodating holes H21 to H24 are provided at an upper position on the valve mounting surface 91 so that their centers are aligned on a horizontal straight line.

  The four pressure increasing valve accommodating holes H21 to H24 are arranged in the following order from the right side surface 95 side to the left side surface 94 side in the valve mounting surface 91. That is, the FR pressure increasing valve accommodating hole H21 in which the valve portion of the FR pressure increasing control electromagnetic valve 21 is accommodated is located on the rightmost surface 95 side, and then the valve portion of the RL pressure increasing control electromagnetic valve 22 is accommodated. The RL pressure-increasing valve accommodation hole H22 is located, and then the RR pressure-increasing valve accommodation hole H23 in which the valve portion of the RR pressure-increasing control electromagnetic valve 23 is accommodated is located. The FL pressure increasing valve accommodating hole H24 in which the valve portion of the valve 24 is accommodated is located.

  Four pressure reducing valve accommodation holes H31 to H34 are formed in the valve mounting surface 91 of the housing 90. The axes of the four pressure reducing valve accommodating holes H31 to H34 are parallel to the motor hole axis and are perpendicular to the pump hole axis. The four pressure reducing valve accommodating holes H31 to H34 are provided below the four pressure increasing valve accommodating holes H21 to H24 so that their centers are aligned on a horizontal straight line.

  The four pressure reducing valve housing holes H31 to H34 are arranged in the following order from the right side 95 side to the left side 94 side of the valve mounting surface 91. That is, the FR pressure reducing valve accommodating hole H31 in which the valve portion of the FR pressure reducing control electromagnetic valve 31 is accommodated is located on the rightmost side 95 side, and then the RL pressure reducing pressure in which the valve portion of the RL pressure reducing control electromagnetic valve 32 is accommodated. The valve accommodating hole H32 is located, and then the RR pressure reducing valve accommodating hole H33 in which the valve portion of the RR pressure reducing control electromagnetic valve 33 is accommodated is located. Further, the valve of the FL pressure reducing control electromagnetic valve 34 is located on the leftmost side 94 side. The FL pressure reducing valve accommodating hole H34 in which the part is accommodated is located.

  Two pressurizing valve housing holes H11 and H12 and one pressure sensor housing hole H80 are formed in the valve mounting surface 91 of the housing 90. The axes of the housing holes H11, H12, and H80 are parallel to the motor hole axis and are perpendicular to the pump hole axis. These accommodation holes H11, H12, and H80 are provided below the four pressure reducing valve accommodation holes H31 to H34 so as to be aligned in the horizontal direction. However, the pressure sensor housing hole H80 is arranged with its center slightly shifted downward from the centers of the two pressurizing valve housing holes H11 and H12.

  In addition, the first pressurization valve accommodation hole H11 in which the valve portion of the first pressurization control electromagnetic valve 11 is accommodated is located on the right side surface 95 side of the valve mounting surface 91, and the valve portion of the second pressurization control electromagnetic valve 12 Is housed in the left side 94 side of the valve mounting surface 91, and the pressure sensor housing hole H80 in which the pressure sensor 80 is housed is the first pressurizing valve housing hole H11 and the second pressure housing hole H11. It is located between the pressurizing valve accommodation hole H12.

  The first pressurizing valve accommodating hole H11, the FR pressure increasing valve accommodating hole H21, and the FR pressure reducing valve accommodating hole H31 are arranged on the right side 95 side of the valve mounting surface 91 so as to be aligned in the vertical direction. However, the FR pressure reducing valve accommodating hole H31 is slightly centered on the left side 94 side (that is, closer to the center of the valve mounting surface 91) than the respective centers of the first pressure increasing valve accommodating hole H11 and the FR pressure increasing valve accommodating hole H21. It is arranged to shift to.

  The RL pressure increasing valve accommodating hole H22 and the RL pressure reducing valve accommodating hole H32 are arranged such that their centers are aligned on a vertical straight line, and the left side 94 side (ie, the FR pressure increasing valve accommodating hole H21 and the FR pressure reducing valve accommodating hole H31). , Near the center of the valve mounting surface 91).

  The pressure sensor housing hole H80 is disposed on the left side 94 side (that is, closer to the center of the valve mounting surface 91) than the RL pressure increasing valve housing hole H22 and the RL pressure reducing valve housing hole H32.

  The second pressurizing valve housing hole H12, the FL pressure increasing valve housing hole H24, and the FL pressure reducing valve housing hole H34 are arranged on the left side 94 side of the valve mounting surface 91 so as to be aligned in the vertical direction. However, the FL pressure reducing valve housing hole H34 is slightly centered on the right side surface 95 side (that is, closer to the center of the valve mounting surface 91) than the centers of the second pressure increasing valve housing hole H12 and the FL pressure increasing valve housing hole H24. It is arranged to shift to.

  The RR pressure increasing valve accommodating hole H23 and the RR pressure reducing valve accommodating hole H33 are arranged on the right side surface 95 side of the FL pressure increasing valve accommodating hole H24 and the FL pressure reducing valve accommodating hole H34 so that their centers are aligned on a vertical straight line (that is, , Near the center of the valve mounting surface 91).

  A first reservoir housing hole H41 in which the first reservoir 41 is housed and a first switching valve housing hole H71 in which the first intake switching valve 71 is housed are formed continuously on the bottom surface 96 of the housing 90 in a coaxial manner. Has been. When a plane including the pump hole axis and parallel to the motor hole axis is a pump hole reference plane (that is, a horizontal plane), the axes of the receiving holes H41 and H71 are perpendicular to the pump hole reference plane. Yes. In other words, the axes of the accommodation holes H41 and H71 extend in the vertical direction.

  Of these accommodation holes H41, H71, the first reservoir accommodation hole H41 is located on the bottom surface 96 side of the housing 90, and the first switching valve accommodation hole H71 is on the back side (upper side) of the housing 90 with respect to the first reservoir accommodation hole H41. Is located. When viewed from the valve mounting surface 91 side, these accommodation holes H41 and H71 are disposed on the right side surface 95 side of the center of the valve mounting surface 91 in the left-right direction. Further, a first pump accommodation hole H51 is disposed between the first switching valve accommodation hole H71 and the motor mounting surface 92.

  The first switching valve accommodating hole H71 is disposed between the first pressurizing valve accommodating hole H11 and the pressure sensor accommodating hole H80 when viewed from the valve mounting surface 91 side. More specifically, the direction perpendicular to both the pump hole axis and the motor hole axis is the pump hole reference direction (that is, the vertical line direction), includes the axis of the first pressurizing valve accommodating hole H11, and the pump hole reference direction A plane parallel to the first plane (that is, a vertical plane) is defined as a first plane of the hole, a plane that includes the axis of the first pressurizing valve accommodating hole H11 and is perpendicular to the first plane of the hole (that is, a horizontal plane). The second plane of the hole, including the axis of the pressure sensor housing hole H80 and parallel to the pump hole reference direction (that is, the vertical plane) is the third plane of the hole, and the axis of the pressure sensor housing hole H80 is The first switching valve accommodating hole H71 includes a first plane of the hole, a third plane of the hole, and a plane perpendicular to the third plane of the hole (that is, a horizontal plane) as the fourth plane of the hole. And the second plane of the hole and the fourth plane of the hole It is arranged so as to cross. The first switching valve accommodation hole H71 is arranged so as to cross the pump hole reference plane.

  Furthermore, when the first switching valve accommodation hole H71 is viewed from the left side 94 side or the right side 95 side, a part of the first switching valve accommodation hole H71 is a first pressurization valve accommodation hole H11 or a pressure sensor accommodation hole. It is located in the projection plane of H80.

  On the bottom surface 96 of the housing 90, a second reservoir accommodation hole H42 in which the second reservoir 42 is accommodated and a second switching valve accommodation hole H72 in which the second intake switching valve 72 is accommodated are continuously formed coaxially. Has been. The axes of these receiving holes H42 and H72 are perpendicular to the pump hole reference plane. In other words, the axes of the accommodation holes H42 and H72 extend in the vertical direction.

  Of these accommodation holes H42 and H72, the second reservoir accommodation hole H42 is located on the bottom surface 96 side of the housing 90, and the second switching valve accommodation hole H72 is on the back side (upper side) of the housing 90 with respect to the second reservoir accommodation hole H42. Is located. These accommodation holes H42 and H72 are arranged on the left side 94 side of the center of the valve mounting surface 91 in the left-right direction when viewed from the valve mounting surface 91 side. In addition, a second pump accommodation hole H52 is disposed between the second switching valve accommodation hole H72 and the motor mounting surface 92.

  The second switching valve accommodation hole H72 is disposed between the second pressurization valve accommodation hole H12 and the pressure sensor accommodation hole H80 when viewed from the valve mounting surface 91 side. More specifically, a plane including the axis of the second pressurizing valve accommodating hole H12 and parallel to the reference direction of the pump hole (that is, a vertical plane) is defined as the fifth plane of the hole, and the second pressurizing valve accommodating hole H12 is formed. When the plane that includes the axis and is perpendicular to the fifth plane of the hole (that is, the horizontal plane) is the sixth plane of the hole, the second switching valve accommodating hole H72 has the fifth plane of the hole and the third plane of the hole. Between the planes and across the sixth plane of the holes and the fourth plane of the holes. Further, the second switching valve accommodation hole H72 is disposed so as to cross the pump hole reference plane.

  Furthermore, when the second switching valve accommodation hole H72 is viewed from the left side 94 or the right side 95, a part of the second switching valve accommodation hole H72 is within the projection plane of the second pressurization valve accommodation hole H12. positioned.

  The housing 90 is formed with a through hole 97 that allows the valve mounting surface 91 and the motor mounting surface 92 to communicate with each other. A connector terminal (not shown) for supplying power to the motor 60 is formed in the through hole 97. Is inserted.

  The motor mounting surface 92 of the housing 90 has a first port 101 connected to the master cylinder MC (see FIG. 1) via a first main pipeline A1 (see FIG. 1), and a second main pipeline A2 (see FIG. 1). ) Through the second port 102 connected to the master cylinder MC.

  An upper surface 93 of the housing 90 is connected to an FR port 111 connected to an FR wheel cylinder Wfr (see FIG. 1) via an FR main pipeline A11 (see FIG. 1) and an RL main pipeline A12 (see FIG. 1). RL port 112 connected to RL wheel cylinder Wrl (see FIG. 1), RR port 113 connected to RR wheel cylinder Wrr (see FIG. 1) via RR main line A21 (see FIG. 1), and FL main pipe An FL port 114 connected to the FL wheel cylinder Wfl (see FIG. 1) via the path A21 (see FIG. 1) is formed.

  Connected to the first port 101 is a pipe line 121 pierced in the horizontal direction from the right side surface 95. The pipe 121 is connected to the first switching valve housing hole H71 by a pipe 122 that is drilled in the vertical direction from the first switching valve housing hole H71. That is, the first port 101 is connected to the first switching valve accommodation hole H71 via the pipelines 121 and 122. Accordingly, the pipeline 121 constitutes a part of the first main pipeline A1, and the pipeline 122 constitutes the first suction pipeline D1. The opening end when the pipe 121 is opened is closed with a sealing plug (not shown).

  The first switching valve accommodation hole H71 is connected to the first pressurization valve accommodation hole H11 and the pressure sensor accommodation hole H80 by a pipe line 123 formed in the horizontal direction from the right side surface 95. Thereby, between the 1st port 101 and the 1st pressurization valve accommodation hole H11, and between the 1st port 101 and the pressure sensor accommodation hole H80, via the pipe lines 121-123 and the 1st change valve accommodation hole H71. Connected. Therefore, the pipe lines 122 and 123 constitute a part of the first main pipe line A1. Note that the opening end when the pipe line 123 is opened is closed with a sealing plug (not shown).

  Here, as described above, the first switching valve accommodating hole H71 is disposed between the first pressurizing valve accommodating hole H11 and the pressure sensor accommodating hole H80, and more specifically, the first switching valve accommodating hole. Part of H71 is located in the projection plane of the first pressurizing valve accommodation hole H11 and the pressure sensor accommodation hole H80. As a result, the three accommodating holes of the first switching valve accommodating hole H71, the first pressurizing valve accommodating hole H11, and the pressure sensor accommodating hole H80 can be communicated with each other by a single straight line 123. The number of processing steps can be reduced.

  The first pressurizing valve accommodating hole H11 is connected to the FR pressure increasing valve accommodating hole H21 and the first pump accommodating hole H51 by a pipe line 124 formed in the vertical direction from the bottom surface 96. Therefore, the pipe line 124 constitutes a part of the FR main pipe line A11. Further, the conduit 124 constitutes a part of the first reflux conduit C1. Note that the opening end when the pipe 124 is opened is closed with a sealing plug (not shown).

  The FR pressure increasing valve accommodating hole H21 is connected to the FR port 111 and the FR pressure reducing valve accommodating hole H31 by a pipe line 125 formed in the vertical direction from the FR port 111. Therefore, the pipe line 125 constitutes a part of the FR main pipe line A11. Further, the pipe line 125 constitutes a part of the FR pressure reducing pipe line B11.

  The FR pressure reducing valve accommodation hole H31 is connected to a pipe 126 that is horizontally drilled from the FR pressure reducing valve accommodation hole H31 toward the motor mounting surface 92 side. The pipe line 126 is connected to the first pump accommodation hole H51 by a pipe line 127 formed in the vertical direction from the bottom surface 96. The pipe line 127 is connected to the first reservoir accommodation hole H41 by a pipe line 128 drilled in the horizontal direction from the motor mounting surface 92.

  That is, the FR pressure reducing valve accommodation hole H31 is connected to the first reservoir accommodation hole H41 via the pipelines 126, 127, and 128. Therefore, the pipelines 126, 127, and 128 constitute a part of the FR decompression pipeline B11. The first pump housing hole H51 is connected to the first reservoir housing hole H41 via pipe lines 127 and 128. Therefore, the pipe lines 127 and 128 constitute a part of the first reflux pipe line C1. Note that the opening ends when the pipes 127 and 128 are opened are closed with a sealing plug (not shown).

  The FR booster valve housing hole H21 is connected to the RL booster valve housing hole H22 by a pipe line 129 that is drilled in the horizontal direction from the right side surface 95. Therefore, the pipe line 129 constitutes a part of the RL main pipe line A12. Note that the opening end when the pipe 129 is opened is closed with a sealing plug (not shown).

  The RL pressure increasing valve accommodation hole H22 is connected to the RL port 112 and the RL pressure reducing valve accommodation hole H32 by a pipe line 130 formed in the vertical direction from the RL port 112. Therefore, the pipe line 130 constitutes a part of the RL main pipe line A11. Further, the pipeline 130 constitutes a part of the RL decompression pipeline B12.

  The RL pressure reducing valve accommodation hole H32 is connected to the pipe line 126 by a pipe line 131 that is drilled in the horizontal direction from the right side surface 95. That is, the RL pressure reducing valve accommodation hole H32 is connected to the first reservoir accommodation hole H41 via the pipelines 126, 127, 128, and 131. Therefore, the pipelines 126, 127, 128, and 131 constitute a part of the RL decompression pipeline B12. Note that the opening end when the pipe 131 is opened is closed by a sealing plug (not shown).

  The second port 102 is connected to a pipeline 141 that is perforated in the horizontal direction from the left side surface 94. The pipe line 141 is connected to the second switching valve housing hole H72 by a pipe line 142 formed in the vertical direction from the second switching valve housing hole H72. That is, the second port 102 is connected to the second switching valve accommodation hole H72 via the pipelines 141 and 142. Therefore, the pipeline 141 constitutes a part of the second main pipeline A2, and the pipeline 142 constitutes the second suction pipeline D2. In addition, the opening end when the pipe line 141 is pierced is closed with a sealing plug (not shown).

  The second switching valve accommodation hole H72 is connected to the second pressurization valve accommodation hole H12 by a pipe line 143 drilled in the horizontal direction from the left side surface 94. Thereby, the 2nd port 102 and the 2nd pressurization valve accommodation hole H12 are connected via the pipelines 141-143 and the 2nd switching valve accommodation hole H72. Therefore, the pipe lines 142 and 143 constitute a part of the second main pipe line A2. In addition, the opening end when the pipe line 143 is opened is closed with a sealing plug (not shown).

  The second pressurizing valve accommodation hole H12 is connected to the FL pressure increasing valve accommodation hole H24 and the second pump accommodation hole H52 by a pipe line 144 formed in the vertical direction from the bottom surface 96. Therefore, the pipeline 144 constitutes a part of the FL main pipeline A22. The pipe 144 constitutes a part of the second reflux pipe C2. Note that the opening end when the pipe 144 is opened is closed by a sealing plug (not shown).

  The FL pressure increasing valve accommodating hole H24 is connected to the FL port 114 and the FL pressure reducing valve accommodating hole H34 by a pipe line 145 drilled in the vertical direction from the FL port 114. Therefore, the pipe line 145 constitutes a part of the FL main pipe line A22. Further, the conduit 145 constitutes a part of the FL decompression conduit B22.

  The FL pressure reducing valve accommodation hole H34 is connected to a conduit 146 that is drilled in the horizontal direction from the FL pressure reducing valve accommodation hole H34 toward the motor mounting surface 92 side. The pipe line 146 is connected to the second pump accommodation hole H52 by a pipe line 147 drilled in the vertical direction from the bottom surface 96. The pipe line 147 is connected to the second reservoir accommodation hole H42 by a pipe line 148 drilled in the horizontal direction from the motor mounting surface 92.

  That is, the FL pressure reducing valve accommodation hole H34 is connected to the second reservoir accommodation hole H42 via the conduits 146, 147, and 148. Accordingly, the conduits 146, 147, and 148 constitute a part of the FL decompression conduit B22. The second pump accommodation hole H52 is connected to the second reservoir accommodation hole H42 via pipe lines 147 and 148. Therefore, the pipe lines 147 and 148 constitute a part of the second reflux pipe line C2. Note that the opening end when the pipes 147 and 148 are opened is closed with a sealing plug (not shown).

  The FL booster valve housing hole H24 is connected to the RR booster valve housing hole H23 by a pipe line 149 drilled in the horizontal direction from the left side surface 94. Therefore, the pipe line 149 constitutes a part of the RR main pipe line A21. Note that the opening end when the pipe 149 is opened is closed with a sealing plug (not shown).

  The RR pressure increasing valve accommodating hole H23 is connected to the RR port 113 and the RR pressure reducing valve accommodating hole H33 by a pipe line 150 formed in the vertical direction from the RR port 113. Therefore, the pipeline 150 constitutes a part of the RR main pipeline A21. Further, the pipeline 150 constitutes a part of the RR decompression pipeline B21.

  The RR pressure reducing valve accommodation hole H33 is connected to the pipe line 146 by a pipe line 151 drilled in the horizontal direction from the left side surface 94. That is, the RR pressure reducing valve accommodation hole H33 is connected to the second reservoir accommodation hole H42 via the conduits 146, 147, 148, 151. Therefore, the conduits 146, 147, 148, 151 constitute a part of the RR decompression conduit B21. Note that the opening end when the pipe 151 is opened is closed with a sealing plug (not shown).

  FIG. 5 is a front view of the housing 90 in which a valve, a pump, and the like are assembled, as viewed from the valve mounting surface 91 side.

  As shown in FIG. 5, the four pressure increase control solenoid valves 21 to 24, the four pressure reduction control solenoid valves 31 to 34, the two pressurization control solenoid valves 11 and 12, and the pressure sensor 80 have their axis lines. The valve mounting surface 91 is arranged in parallel with the axis of the motor 60.

  The four pressure-increasing control electromagnetic valves 21 to 24 are arranged at an upper position on the valve mounting surface 91 so that their centers are aligned on a horizontal straight line. The four pressure-reducing control solenoid valves 31 to 34 are arranged below the four pressure-increasing control solenoid valves 21 to 24 so that their centers are aligned on a horizontal straight line.

  The two pressurization control solenoid valves 11 and 12 and the one pressure sensor 80 are arranged below the four pressure reduction control solenoid valves 31 to 34 so as to be aligned in the horizontal direction. However, the center of the pressure sensor 80 is slightly shifted below the center of each of the two pressurization control solenoid valves 11 and 12.

  The first pressurization control solenoid valve 11, the FR pressure increase control solenoid valve 21, and the FR pressure reduction control solenoid valve 31 are arranged at the right side position on the valve mounting surface 91 so as to be aligned in the vertical direction. However, the FR pressure-reducing control electromagnetic valve 31 is arranged with its center slightly shifted to the left side from the respective centers of the first pressurization control electromagnetic valve 11 and the FR pressure increase control electromagnetic valve 21.

  The RL pressure increase control solenoid valve 22 and the RL pressure reduction control solenoid valve 32 are positioned on the left side of the FR pressure increase control solenoid valve 21 and the FR pressure reduction control solenoid valve 31 (that is, the centers thereof are aligned in a vertical line (that is, the FR pressure increase control solenoid valve 31). , Near the center of the valve mounting surface 91).

  The pressure sensor 80 is disposed on the left side of the RL pressure increase control electromagnetic valve 22 and the RL pressure reduction control electromagnetic valve 32 (that is, closer to the center of the valve mounting surface 91).

  The second pressurization control solenoid valve 12, the FL pressure increase control solenoid valve 24, and the FL pressure reduction control solenoid valve 34 are arranged at the left side position on the valve mounting surface 91 so as to be aligned in the vertical direction. However, the FL decompression control solenoid valve 34 is arranged with its center slightly shifted to the right side from the centers of the second pressurization control solenoid valve 12 and the FL boost control solenoid valve 24.

  The RR pressure increase control solenoid valve 23 and the RR pressure reduction control solenoid valve 33 are positioned on the right side of the FL pressure increase control solenoid valve 24 and the FL pressure reduction control solenoid valve 34 (that is, with their centers aligned on a vertical line (that is, , Near the center of the valve mounting surface 91).

  The first pump 51 is disposed on the right side surface 95 side of the housing 90 and is disposed between the first suction switching valve 71 and the motor mounting surface 92 (see FIG. 4). The second pump 52 is disposed on the left side 94 side of the housing 90 and is disposed between the second suction switching valve 72 and the motor mounting surface 92. These pumps 51 and 52 have their axes extending in the left-right direction and are orthogonal to the axis of the motor 60 (see FIG. 1).

  The first reservoir 41 and the first intake switching valve 71 are arranged coaxially on the bottom 96 side of the housing 90. When the plane including the axes of the pumps 51 and 52 and parallel to the axis of the motor 60 is a pump reference plane (that is, a horizontal plane), the first reservoir 41 and the first suction switching valve 71 are pump reference planes. Is perpendicular to. In other words, the first reservoir 41 and the first suction switching valve 71 extend in the vertical direction.

  The mechanical first suction switching valve 71 is accommodated in the housing 90 without being exposed to the valve mounting surface 91, and is not disposed on the valve mounting surface 91. Specifically, the first intake switching valve 71 is disposed between the first pressurization control electromagnetic valve 11 and the pressure sensor 80 when viewed from the valve mounting surface 91 side.

  More specifically, the direction perpendicular to the axes of the pumps 51 and 52 and the axis of the motor 60 is the pump reference direction (that is, the vertical direction), and includes the axis of the first pressurization control electromagnetic valve 11; A plane parallel to the pump reference direction (that is, a vertical plane) is defined as a first plane, and a plane that includes the axis of the first pressurization control solenoid valve 11 and is perpendicular to the first plane (that is, a horizontal plane). The second plane, which includes the axis of the pressure sensor 80 and is parallel to the pump reference direction (ie, the vertical plane) is the third plane, includes the axis of the pressure sensor 80, and is the third plane. When the vertical plane (that is, the horizontal plane) is the fourth plane, the first suction switching valve 71 is disposed between the first plane and the third plane and across the second plane and the fourth plane. ing. The first suction switching valve 71 is disposed so as to cross the pump reference plane.

  Similarly, the mechanical second suction switching valve 72 is housed inside the housing 90 without being exposed to the valve mounting surface 91, and is not disposed on the valve mounting surface 91. Specifically, the second suction switching valve 72 is disposed between the second pressurization control electromagnetic valve 12 and the pressure sensor 80 when viewed from the valve mounting surface 91 side.

  More specifically, the plane including the axis of the second pressurization control solenoid valve 12 and parallel to the pump reference direction (that is, the vertical plane) is the fifth plane, and the axis of the second pressurization control solenoid valve 12 is set. And the plane perpendicular to the fifth plane (that is, the horizontal plane) is the sixth plane, the second suction switching valve 72 is between the fifth plane and the third plane, and the sixth plane. And it arrange | positions so that a 4th plane may be crossed. The second suction switching valve 72 is disposed so as to cross the pump reference plane.

  As described above, since the first suction switching valve 71 and the second suction switching valve 72 are not disposed on the valve mounting surface 91, both the suction switching valves 71 and 72, both the pressurization control electromagnetic valves 11 and 12, and the pressure sensor 80 are connected. Thus, the brake fluid pressure control device 1 can be reduced in size.

  In addition, since the first suction switching valve 71 and the second suction switching valve 72 are arranged so as to cross the pump reference plane, the suction paths (that is, the suction paths from the suction switching valves 71 and 72 to the pumps 51 and 52 (that is, The path from the suction switching valve to the reservoir to the pump) is shortened, and the boosting performance of the pumps 51 and 52 can be improved. Further, the dimension in the pump reference direction in the housing 90 (that is, the vertical dimension in the housing 90) is reduced, and the brake fluid pressure control device 1 can be downsized.

  In addition, since the pumps 51 and 52 are disposed between the motor mounting surface 92 and the suction switching valves 71 and 72, the suction switching valve 71 crosses the pump reference plane without lengthening the shaft of the motor 60. , 72 can be arranged. When the shaft of the motor 60 becomes long, vibration and noise are likely to increase. However, since it is not necessary to lengthen the shaft of the motor 60, an increase in vibration and noise can be prevented or suppressed.

(Other embodiments)
In the above embodiment, the center of the pressure sensor 80 is slightly shifted below the center of each of the two pressurization control electromagnetic valves 11, 12. However, the pressure sensor 80 and the two pressurization control electromagnetic valves 11 are arranged. , 12 may be arranged so that their centers are aligned on a horizontal straight line, in other words, the second plane, the fourth plane, and the sixth plane are the same plane. In this way, the vertical dimension of the housing 90 can be reduced, and the brake fluid pressure control device 1 can be further reduced in size.

It is a figure which shows the structure of the hydraulic circuit of the brake device for vehicles to which the brake hydraulic pressure control apparatus which concerns on one Embodiment of this invention is applied. It is the perspective view which saw through the housing in the brake fluid pressure control apparatus shown in FIG. It is the front view which saw through the housing in the brake fluid pressure control apparatus shown in FIG. FIG. 2 is a right side view of the brake fluid pressure control device shown in FIG. It is a front view of the brake fluid pressure control apparatus shown in FIG.

Explanation of symbols

11, 12 ... Pressurization control solenoid valve, 21-24 ... Pressure increase control solenoid valve,
31-34 ... Depressurization control solenoid valve, 41, 42 ... Reservoir, 51, 52 ... Pump,
71, 72 ... Suction switching valve, 90 ... Housing, A1, A2 ... Main pipeline,
B11, B12, B21, B22 ... decompression line, C1, C2 ... reflux line,
MC: Master cylinder, Wfr, Wfl, Wrl, Wrr: Wheel cylinder.

Claims (3)

A plurality of pressure-increasing control solenoid valves (21 to 24) provided on main pipes (A1, A2) for connecting the master cylinder (MC) and the wheel cylinders (Wfr, Wfl, Wrl, Wrr) and opening and closing the main pipes When,
The brake fluid discharged from the wheel cylinder is temporarily provided in a decompression pipeline (B11, B12, B21, B22) branched from between the wheel cylinder and the pressure increase control solenoid valve in the main pipeline. Reservoirs (41, 42) to be accumulated;
A plurality of pressure-reducing control solenoid valves (31 to 34) provided on the wheel cylinder side of the reservoir in the pressure-reducing pipe line and opening and closing the pressure-reducing pipe line;
Pumps (51, 52) for returning the brake fluid in the reservoir to the main line via the return lines (C1, C2) connected between the master cylinder and the pressure increase control solenoid valve in the main line. )When,
A motor (60) for driving the pump;
A pressure control solenoid valve (11) that is provided closer to the master cylinder than the connection portion of the return pipe in the main pipe and can set a state in which the hydraulic pressure of the wheel cylinder is higher than the hydraulic pressure of the master cylinder. 12)
A suction switching valve (71, 72) provided in a suction pipe (D1, D2) for connecting the master cylinder and the reservoir, and for opening and closing the suction pipe;
Brake fluid pressure control device comprising: the pressure increase control solenoid valve, the reservoir, the pressure reduction control solenoid valve, the pump, the motor, the pressurization control solenoid valve, and a housing (90) in which the suction switching valve is assembled. In
The pump (51, 52) is a piston pump having a piston that reciprocates in a direction perpendicular to the axis of the motor (60),
The suction switching valve (71, 72) is configured to mechanically operate according to the amount of brake fluid stored in the reservoir (41, 42),
Further, when the plane including the axis of the pump (51, 52) and parallel to the axis of the motor (60) is a pump reference plane, the suction switching valve (71, 72) is the pump reference plane. The brake fluid pressure control device is disposed inside the housing (90) so as to cross the vehicle. The pump (51, 52) is disposed between a motor mounting surface (92) to which the motor (60) is mounted in the housing (90) and the suction switching valve (71, 72). The brake fluid pressure control device according to claim 1. The suction switching valve (71, 72) and the reservoir (41, 42) are arranged coaxially, and the axis of the suction switching valve (71, 72) and the axis of the reservoir (41, 42) are connected to the pump. The brake fluid pressure control device according to claim 1 or 2, wherein the brake fluid pressure control device is arranged in a state perpendicular to a reference plane.

Images